Locomotive.



H. W. BELL.

LOCOMOTIVB.

APPLICATION FILED JUNE 14, 1913.

Patented Jan. 13,1914.

2 SHEETS-SHEET l.

/Nl/E/VTOH. WM M A 770R/VEY CDLUMB'IA PLANQGRAPH Co.. WASHINGTON.V D. c.

H. W. BELL. LOGOMOTIVE.

APPLIOATION FILED JUNI: 14, 1913.

1,084,388, Patented Jan. 13, 1914.

2 SHEETS-SHEET 2.

COLUMBIA PLANOGRAPH C0.. WASIIINGTDN. D4 c.

UNITED STATES PATENT OFFICE.

HARVEY W. BELL, OF YONKERS, NEW YORK.

LOCOMOTIVE.

To all whom t may concern:

Be it known that I, HARVEY W. BELL, a citizen of the United States, anda resident 0f Yonkers, county of Westchester, and State of New York,have invented certain new and useful Improvements in Locomotives, ofwhich the following is a specification, reference being had to theaccompanying drawings, forming a part thereof.

My invention relates to self-propelled vehicles and has specialreference to industrial railway and mine locomotives which are adaptedto operate in tunnels, mine shaft-s and other passages of limiteddimensions.

One object of my invention is to provide a locomotive of the class aboveindicated having a particularly compact and desirable arrangement ofpropelling and control apparatus.

Another object is to provide a steam locomotive having a boiler adaptedfor use with liquid fuel, such for example as crude oil or kerosene anda steam engine which shall be, to such an extent, independent of theboiler in its mounting as to relieve the boiler from a large proportionof the strains to which it would otherwise be subjected and so prolongits life and avoid the necessity for frequent repairs.

Other objects and advantages of my invention will be set forthhereinafter.

I will describe my invention in the following specification and pointout the novel features thereof in appended claims.

Referring to the drawings,-Figure 1 is a side elevation partly inlongitudinal section of a locomotive arranged and constructed inaccordance with my invention. Fig. 2 is a front view of the controlpanel of the locomotive. A plan View of the locomotive is shown in Fig.3.

Like characters of reference designate corresponding parts in all thefigures.

1() is the body frame of the locomotive and comprises a pair oflongitudinal beams or sills 11 and 12, transoms 13 and 14 at itsrespective ends and channel beam holsters 15 and 16 extendingtransversely of the body frame intermediate its ends and resting on thesills 11 and 12 to which they are secured. The locomotive furthercomprises a substantially rectangular truck frame 20 which is flexiblein construction and is structurally built up of channel beams. The truckframe is supported directly on a pair of driving axles 21 and 22 towhich Wheels 23 and 24 Specification of Letters Patent.

Application led .T une 14, 1913.

Patented Jan. 13,1914.

Serial No. 773,599.

are secured in the usual manner. The axles extend beyond the truck frameand crank heads 25 are secured to their respective ends, connecting rods26 being located on the respective sides of the locomotive andconnecting crank pins 27. The two pairs of cranks are preferably set at90 degrees to each other in accordance with the usual practice. The bodyframe 10 is resilient-ly supported on the truck frame 2O by ellipticsprings 30 and consequently the body frame together with the apparatusattached to it, is so far independent of the truck frame and the engine,as to largely avoid vibration, and wear and tear as hereinafterexplained.

Pivotally supported near one end on the axle 21 is a frame 36 of theengine. In addition to the frame the engine comprises a cylinder 37, apiston 33, a piston rod 39 and a shaft 40. The engine frame is providedwith guidcways 41 between which slides a block 42 on the outer end ofthe piston rod. The shaft 40 is operatively connected to the block 42 bya crank and shaft connection and is provided with a pinion 43 whichmeshes with a gear wheel 35 on the axle. The arrangement of parts issuch that the engine frame is free to swing about the axle 21 as apivot, without in any way interfering with the driving connection whichexists between the piston rod and the axle, the pinion 43 merely rollingaround on the gear wheel 35. Aside from the fact that the engine ispivotally mounted on the axle 21, it is nowhere secured or connected tothe truck frame, the opposite end of the engine frame from the axlebeing connected to the body frame 10 at 50 (see Fig. 1) by means of astrap or straps 51 which are more or less flexible. The body frametogether with its attached parts is thus free to ride up and down on thesprings 30 carrying the outer end of the engine frame with it, theengine frame being thus swung through a small angle about the axle 21 asa pivot.

Mounted on the body frame 1() near one end, is a water tank and near theopposite end a liquid fuel tank 61. The fuel tank as illustrated in thedrawings, is somewhat smaller than the water tank and a platform 62 islocated adjacent to it. At the side of the platform toward the center ofthe locomotive is a control panel 63 upon which a throttle lever 64, awater column 65, injec tors 66, a hand pump 67 and control valves 68 and69 are mounted. The bolster 16 is located directly behind the controlpanel while the bolster 15 is located adjacent to the water tank 60.

A vertical boiler is supported in a cradle 71 between the bolsters 15and 16 and is suit-ably connected to both the water and the fuel tanks,the connecting pipes being in each instance carried over to the controlpanel and provided with valves so that an attendant on the platform canreadily control the entire locomotive. The connecting steam pipe betweenthe boiler and the engine cylinder 37 is attached to the latter near itspoint of attachment with t-he straps 51 which are affixed to the bodyframe and consequently it is unnecessary to utilize a hose or otherflexible connection. The pipe may be arranged with a swivel connectionto the engine in order to avoid leakage when the body frame rides up anddown on the springs 30. rIhe arrangement is particularly designed torelieve the boiler of strains to which locomotive boilers as ordinarilyarranged are invariably subjected. The cradle 71 is preferably formed ofa substantially rectangular frame secured at its ends to the bolsters 15and *16 and having its sides curved outwardly to conform more nearly tothe sides of the boiler which is cylindrical in form. The curved sidesof the cradle are respectively provided with a pair of projections 75and a single projection 76 all of which extend inwardly and constitutethree points of support for the boiler. Clamping bolts 77 which extendthrough the projections 75 and 76 and are bent at their upper ends tohook over the top flange of the boiler securely aiiix the boiler to thesupports. A smoke box 80 is secured to the boiler at the top andterminates in a short stack 81. Beneath the boiler is a combustionchamber in which an oil burner (not shown) of any suitable type islocated.

There is a certain amount of flexibility in the truck frame 2O by reasonof the relatively light flexible structural beams of which it isconstructed and consequently the locomotive is not easily derailed evenwhen used on tracks of the rough and uneven character often found onconstruction work.

Bumpers and couplers 91 as well as steps 92 are secured to therespective ends of the locomotive thus making it reversible.

In order that the tractive effort developed at the locomotive driversmay be transferred to the draw bar without tending to distort thesprings 30, a pair of transverse angle iron bars 95 are secured to theunder side of the body frame 10 near its central plane and a pair ofsimilar angle iron bars 96 are secured to the truck frame 20. The bars96 are so spaced that they extend loosely between the bars 95 as shownin Fig. 1. Ihe bars 96 are not in any way secured to the engine frame orcasing, but are attached to the truck frame 20. 'Ihe springs 30 are alsorelieved by the cross bars when the locomotive is being coupled to atrain of cars or a hard blow is otherwise delivered to the bumper 90.

As will be readily understood from the foregoing description, the entirecontrol of the locomotive including the boiler is accomplished from oneplace, viz., the control panel and consequently only a single attendantis required. The weight of the locomotive is entirely borne on thewheels 23 and 24, both sets of which are driving wheels since they areinter-connected by the side rods 26, and consequently a maximum tractiveeffort is obtained. The boiler is detachable and is removable as a unitso that it may be taken off for repairs without disturbing the rest ofthe apparatus, and the same thing is true of the engine.

Other advantages of my invention will be apparent to those skilled inthe art.

The structure shown and described is intended to be illustrative of theprinciples of my invention and I do not intend to be restricted to thedetails set forth but only by such limitations as are indicated in theappended claims.

W'hat I claim is:

1. In a locomotive, the combination with a body frame, a verticalboiler, centrally motmted thereon, a transverse fuel tank at one end,and a transverse water tank at the opposite end, of a truck frame onwhich the body frame is resiliently mounted, means independent of thesprings for limiting the relative longitudinal movement of the framesand a driving motor operatively connected to and pivoted about alocomotive axle at one end, and secured to the body frame at the otherend.

2. In a locomotive, the combination with a truck frame, a pair ofrotatable wheel axles on which the truck frame is mounted and a drivingmotor operatively connected to and pivotally mounted on one of theaxles, of a body frame, springs interposed between the truck frame andthe body frame, means for limiting the relative longitudinal movement ofthe two frames, a relatively resilient cradle mounted near the center ofthe body frame, a vertical boiler secured to the cradle, a transversecylindrical water tank at one end of the locomotive adjacent to theboiler, a control panel on the opposite side of the boiler and atransverse cylindrical fuel tank near the opposite end of the bodyframe, said driving motor being secured at its outer end to the bodyframe.

3. In a locomotive, the combination with a pair of axles having drivingwheels secured thereto, a truck frame mounted on the axles, a drivingengine having a frame pivcted on one of the axles and a piston rodoperatively connected thereto, and side rods operatively connecting thetwo axles together, of a body frame resiliently mounted on the truckframe, means for limiting the relative longitudinal movement of the twoframes, and steam generating apparatus mounted on the body frame, saidengine frame being connected at its outer end to said body trame.

l. In a locomotive, the combination with a single truck having a frameand wheel axles, a steam engine for driving the truck wheels, a bodyframe resiliently mounted on the truck frame, steam generating apparatuson the body frame, and means for limiting the longitudinal movement ofthe truck frame relative to the body frame whereby the body is driventhrough said limiting means and its resilient mounting is relieved.

5. In a locomotive, the combination with a truck comprising a pair ofdriving wheel axles and a rigid frame, a steam engine comprising a framepivotally mounted on' one of the axles, a shaft connected to be drivenby the engine, and gear wheels interposed between the engine shaft andthe axle on which the engine frame is pivoted, of a body frame, steamgenerating apparatus thereon,

and coperating stop projections between the frames for limiting theirrelative longitudinal movement without interfering with their relativevertical movement, the outer end of said engine frame being connected tothe body frame.

6. In a locomotive, the combination with a resilient-ly mounted bodyframe, of a cradle located near the center of the body frame, and avertical boiler slung in the cradle, of fuel and water tanks located atthe respective ends of the body frame, and a control panel adjacent tothe boiler.

7. In a locomotive, the combination of a single substantially centraltruck having a flexible truck frame, wheel axles mounted thereon, a body:trame resiliently mounted upon the truck frame, a steam enginesupported between one of the wheel axles and said body frame and steamgenerating apparat-us on the body frame.

In witness whereof, I have hereunto set my hand this 13th day of June,1913.

HARVEY W. BELL. l/Vitnesses:

G. R. QUIMBY, F. B. GRAVES.

Copies of this patent may be obtained for ve cents each, by addressingthe Commissioner of Patents, Washington, D. C.

